So young and so unhappy - and quit bashing Geo's - I put my brother back into the passenger seat in first gear when he reached for the dash in my old Geo - should have seen the expession on his face . . . priceless. Torque at the crank is increased at the tires with gearing so if you get the gearing set it can make a difference but it helps to have more HP and less weight plus the traction to grip the road.

 

actually, the funny thing about the m5 is alot of people are taking them back because they can't drive them and insurance is outrageous.

 

Did you notice the loss in low end tq right after you put on your HKS exhaust?

 

I thought it was pretty obvious what he was trying to say: after driving an m5, the tc feels really slow, in fact, IS really slow.

And no, you won't "smoke em" if you "strap a turbo on that tC". That's almost completely false. The m5 has a 500hp v-10. I've seen them run in the mid 12's. You don't stand a chance, even with your almighty turbo.

It would take a whole hell of a lot more work than just "strapping" a turbo on. And you'll have to do more than build the "block/boost" a LITTLE.

 

more cubic inches = more low end torque
if that's what you wanted you should have bought a v8.
tC is useless before 3k rpm... IMO

 

LOL right.

http://fullavit.com/content/Pictures...ncorrected.jpg

I make 145wtq @ ~2500 rpm. 153wtq @ peak. I think the low end on the tC is just fine.

 

don't be silly now. F22>2az in every aspect

 

exhaust backpressure makes torque. installing a more open, free-flowing exhaust may add a little power, but you will also lose some torque.

most (if not all) of the headers for the tc will also have the same effect.

 

Myth. I can show you a stock ZX2 that makes a whole 90wtq @ 2500 but modded with intake/header/exhaust that makes 120wtq @ 2500 (estimates).

 

more like ketchup with their fries.
e55 = so sexxxy

 

Incorrect. Drive a S2000 in heavy traffic for 2 hours. You will see where it truly sucks. They are not good daily drivers. You have to get above 4k rpm to get an real power, but then its ***** to the wall. No medium range power in this car. However, they are a blast to drive.

 

Exhaust backpressure making torque is a myth. Backpressure is caused by restrictions, especially in the stock header - with it's cat converter - and the stock baffled muffler. Putting in parts that flow well on a bench reduces backpressure but settles only one issue. The other is pressure wave tuning, especially since the exhaust is a stream of pulses and not a constant flow as in a bench test.

The straight-through aftermarket mufflers flow great on the bench but appear as a pressure wave restriction at low rpm. This is why I asked the OP about his exhaust. I would be curious if he installed the HKS - which I assume has a straight-through muffler - separate from his other mods, and if so is that when he noticed the loss in low end torque.

 

If that is the case with the HKS then the moral of the story is to buy a well tuned exhaust for your car--and it seems like the HKS is not a well tuned exhaust based on what you are saying.

 

^^Yes - of course the problem is nobody makes a well-tuned exhaust for our car. Most of the aftermarket exhausts are sold for looks and sound, as are intakes. Nobody makes a TUNED I/H/E SYSTEM for our car. Everyone staying NA has to mix and match parts and cross their fingers that they will get some decent high-end gains without sacrificing the low end. Of course the end-all answer is go turbo, but not everybody has that option.

My co-worker has a tuned I/H/E system for his Miata made by Jackson Racing. Oscar Jackson designed, then continually updated, his components until he had made power across the band with a smooth torque curve.

Hopefully somebody will do the same for the tC.

 

Any pics of the grills

 

Try a power pully to free up HP and TQ or if you have the money a lightweight flywheel.

Has any heard if the aftermarket has made an electric waterpump for the tC yet? This would free up even more HP/TQ.

 

PHEW I'm glad someone else finally explained the IHE tuning - thanks Mid-Life. Exhost pulses and pipes interact like crazy and even a step in the diameter larger can have an effect on the exhost system. You have to take into account the engine displacement and the pipe volume which is affected by the diameter and the length of the pipe then you have to tune it for what RPM you are interested in. Even the header length before the union is critical as are the bends and the cooling all affect the header action.

 

^^Yes IHE design is a complicated science, and usually it's only appreciated as such in the racing community. Now, since the tC seems to be showing up more and more in racing circles, maybe a tuner outfit will design and market a good IHE setup for us - er, for the tC - just noticed you drive a box.

 

Yeah I'm into getting higher gas mileage not more power but part of the MPG increase involves getting more of the engine power to the wheels through friction reduction and better fuel combuston. Right now I am about 40% over EPA ratings (40mpg average) with some good days that get almost 100% over (50mpg). I did some drive train work on my R100S BMW and even after leaning out the main needle jet it still gets to redline in top gear pretty quick.

 

so today i drove the m5, in M mode, traction control off, launch control to the hardest, GOD THAT THING HANDLES GREAT, YOU LITERALLY CANT LOSE CONTROL